Car fender



March24, 1925..

1,530,541 R. C. BROOKS CAR FENDER Filed'oet. 21, 1922 2 sheets-sheet 1.W7/aqu.

March 24, 1925.

R. C. BROOKS GAR FENDER Filed Oct. 2l. 1922 2 Sheets-Sheet 2 gryuemozPatented Mar. 24, 1925.

IRBERTVG. BROOKS,'0"F SAVANNAH, GEORGIA.

application med @meer 21, i922.' :serial Nog. 596,119.

To @ZZ 'wh-0m 'it may conce-mi Be it known that I, C. Brook-s, a citizenof 'the UnitedStates of America, and a resident oitl Savannah, countyotChatliam, and State of Georgia, have yinvented certain new and usefulImprovements iinGar Fenders, of which the following is a full -an'dclear specification.

This inyention laas relation Ito that .type of car tender in wl-i-ichaseoopior pickup member is lowered to the road-bed when the apparatus isf yput .1 into operation, .and thefob`- ject is topro-vfide ya simgplemechanism .'whereby the operation will tak@ zpflace :automaticallywhenever `there fisfan emergency apgplication ot the air-brakeIo-thecar.,-the-.con struction 'being such that ythe iair i exhausted from thelair-brake system -by theemeugency application is utilized Aforj.putting :the Liieinder into voperative position, as 4`more #fullyhereinafter set 'tenth In :the dra-.wing annexed-,-

rFig. 1 is `a plan View 10ft a car, Vpartly broken away., showin-g ione`'way off appiy'i-im my invention;

fFig. 2 iis -avertical sectional vie-.wref the same --showing the:fender ipa-nts Ain -nonfuse position; Y

lilig.y 3 israf-similar view .sho-wingthedender mech anism tripped, withlthe,piokupanemberin position forioperation.;

fFig. t yis .a -detail longitudinal sectional view ofitlie -pistonandcylinder arrangement for tripping the fender. f

Referring =to the Adrawing annexed, .it will be observed that I haveshown my invention asrapplied 1Ito :a :standard fender of the pickuptype, which embodies a t1'i] )-apro-n 5 a'fiixed to a rock-shaft Ghaving a radial arm 7 which is connected by a long link rod 8 to anupstanding leve-r 9 carried by the tilt able pickup member 10, theconstruction being such that when the trip-apron 5 is swung rearwardlyby an obstacle on the track the rock-shaft will be rotated o-verforwardly :tar enough to throw arm 7 over center, whereupon theretractile coil-spring 11 will automatically tilt the pickup member tobring its forward edge downl upon the rails in position to pick up anyobstacle that may pass under the trip-apron 5.

To apply my invention to this type of fender, I extend upwardly one ofthe ver tical bars or straps of the trip-apron to form an upstanding rod12, and I affix tothe under side ot the car body, at a point to the rear.oit the upstandfifng rod 12,151 cylinder 13 whichfencloses .aipiston 1awhose rod ex tendsout: ,through the `ironthead of the cyl inder and.has-i its forward end in contact with or nearly in contact withtheyreur 'face odi' the-aforesaid upstandiingaod 12. Aicoil spring v16withinathecylinder ,'norinaliyfliolds the piston and its rod at vitsnear, inoperatime position. rear .head Y of the cylinder yto ithe(emergency exhaust .of the :usual ,pii'lotwalve 18 .oit fthe.

gency ifor putting :ith-eA :fender i into 1 actiive zposition without.regard to fthe manner 1n which ithe .emergency@application fofxthebrake iis made.

Itxwiill be understood :that "whenatheemeih gency `waste air is ithusitlirown .into the rear end, oi' Vithe i cylinder 13, fthe v pistontherein willA be -orced forwardly viagaiust the action of its spring 16and itliu-sftipitlie u ppei and of ithe ,rod i12 forwardlyii 1l thesaine i'naun-er it .is actuated whenatliet 2p-apron 5 isiswungrearwardly by striking against an object on the track, so that with myappliauce'the fender is operated in precisely the same way it is when itis put into action by an obstacle on the track. After an actuation ofthe fender, the trip-apron and pickup member are returned, as usual,manually, but the piston 14 is returned automatically by the spring 16,suitable openings 2O and 2.1 being provided for the escape of theconfined air, one of these openings being in the cylinder 13 and theother being in pipe 17. These openings 21 and 20, it will be understood,are not of suflicient area to permit suiiicieut air to escape tointerfere with the quick and effective operation of the piston, but theyare of suicient area to not only permit the norm-al restoration of thepiston to its rear position, but also to permit'sur ,Apipe 17 extendstronitilie plus air to escape to the atmosphere, tothereby prevent myappliance from interfering with proper operation of the emergency brakemechanism, it being necessary, as is obvious, to permit 'free escape ofthe air from the train-pipe vwhenever an eme-rgency application is made.It is desirable that the opening 2l in the pipe 17 shall be merely ableed opening, while the opening 2O in the cylinder may kbe much greaterin diameter to permit free escape of the air from the cylinder after thepiston has moved to be operated by an obstacle on the road-` bed, and apneumatic appliance for automatically actuating the said trippingmechanism embodying a pipe connected to the emergency exhaust port ofthe controller pilot-valve of the brake system. v

3. In combination with a railway car equipped with an air-brake sytsem,a fender appli-ance for the car embodying a tiltable pickup member and adepending tripapron, said trip-apron having an upstanding member, acylinder attached to the car, a piston in the cylinder having a rodadapted to actuate said upstanding member to thus actuate the trippingmechanism, and a pipe connecting said cylinder to the emergency exhaustof the air-brake system to thus ensure actuation of the piston wheneverthere is an emergency application of the brake.

4j. In combination with a railway carh equipped with an air-b jakesystem, a :tender appliance for the car embodying a tiltable pickupmember and a depending trip-apron, said trip-apron having an upstandingmember, a cylinder attached to the car, a piston in the cylinder havinga rod adapted to -actuate said upstanding member to thus actuate thetripping mechanism, and a pipe connecting said cylinder to the emergencyexhaust of the air-brake system to thus ensure actuation of the pistonwhenever there is an emergency application of the brake, said cylinderand pipe being provided with escape openings, for the purpose set forth.

5. In combination with a railway car equipped with an air-brake system,a fender thereon and means for holding it out of action, and pneumaticmeans for putting the fender into action embodying a pipe connected tothe emergency air exhaust of the brake system and an actuating cylinderconnected to this pipe, this cylinder being provided with a port topermit free escape of the air after the fender has been actuated to thusavoid interference with the opera tion of the brake system.

6. The combination with a railway car equipped with an air-brake system,or' a fender thereon and spring means for holding the fender normallyout of action and adapted to be reversed in order to normally hold thefender in action, a tripping means adapted to be actuated by a body onthe track and functioning to reverse the action of said spring means tothus normally throw the fender to the track, and additional means foractuating the tripping means embodying a pneumatic motor and anair-supply pipe for actuating the same, said air-supply-pipe beingconnected to the emergency exhaust ofthe air-brake system, to therebyutilize the air that is exhausted when the emergency brake is appliedfor actuatingY said motor.

In testimony whereof I hereunto afiix my si gnature.

' ROBERT C. BROOKS.

